The “pug nose” Bedford
CA had proven to be a remarkable success for Vauxhall, during most
of its 17year production run it was the best-selling light van
range in the UK and was also fairly successful in Europe &
other world markets (in Canada it was also sold as an Envoy EA
Van). This success was largely due to being available in a variety
of weights (10, 12 & 15cwt), short & long wheelbases, slam
or sliding door combinations, well proven Vauxhall OHV petrol or
Perkins diesel engines which were simple & durable and the fact
that it was economical to buy & run as well as being backed by
a large dealer network, especially in the UK. At launch in 1952 its
semi forward control layout was both advanced and unusual as was
the independent front coil suspension. The popularity was also a
result of some pretty crap competition from Ford, Rootes & BMC
in the UK but this success was also a bit of a curse in that it
gave Vauxhall little incentive to make any major changes or
improvements to the CA, there were some such as the introduction of
all synchromesh gears in 1957, a single piece curved front
windscreen and revised grille in October 1958, a 102 ins long
wheelbase version was added in 1959. The bigger petrol engines
(1594cc), 4 speed gearbox option & chrome front grille in 1964
were amongst the biggest changes. The CA Van was never originally
intended to be in production for so long, a fully forward control
replacement, the CB Van, was planned for launch in the early 1960s
and prototypes were produced but it never made it to production.
The CB in any event was essentially a re-bodied version of the CA,
the CB project is covered in detail in a separate section of
vauxpedia. Unfortunately, the cosy light van bubble that Vauxhall
was living in finally burst wide open in October 1965 with the
launch of the Ford Transit Mk1, Vauxhall had assumed that Ford
would launch an updated facelifted version of the Thames van, they
didn’t – far from it. Vauxhall was caught out and faced a very rude
awakening as CA sales nosedived in the last 4 years of its
production run as the Ford Transit became the top seller and the
standard to match in the LCV market, it offered a comprehensive
range which eclipsed the CA Van range in almost all respects. With
near panic Vauxhall began working on a direct competitor to not
only match, but beat, the Transit in most critical areas of
comparison, any link with the CA would be well and truly consigned
to history. Here is the story

2. BEDFORD 97000 - CF
DESIGN & ENGINEERING:

In 1965 Bedford had two distinct and very different van ranges, the
relatively small light weight semi forward control CA in 90ins SWB
& 102ins LWB versions with the option of one Vauxhall petrol
and one Perkins diesel engine with the choice of 3 or 4 speed
gearbox. There was then a big jump to the van versions of the
normal control TJ range introduced in 1958, J1 on a 119ins
wheelbase & J2 with the addition of LWB 143ins with a choice of
Bedford 214 petrol or 220 diesel engines and the J3 with a 161ins
wheelbase, 220 diesel engine only and a GVW of 7 tons. The TJ range
was basically a heavily revised version of the post war TD range
and was by this time becoming a slow seller in the UK but still
popular in export territories such as Africa, it was however quite
successful for ambulance conversions in the UK. Even before the
launch of the Ford Transit Vauxhall had started preliminary work on
a new fully forward control van based on the CA mechanicals and
coded CD in August 1965, however this never got beyond the scale
model mock-up stage, completed on 13 September 1965, before a
complete re-think of the parameters for the CA replacement were put
forward following the Ford Transit launch in October
1965.

The new van programme did not just focus on matching or bettering
the Ford Transit dimensionally but also evaluated some radical and,
for a commercial van, highly advanced engineering; normal control,
like the Transit, semi forward control and fully forward control
all with rear or even front wheel drive. Bedford needed the new van
to cover most of both the CA and TJ ranges, however, their needs
were not alone. In Europe Opel had launched the Opel Blitz B in
1965 which had proved an underwhelming seller largely because no
diesel engine was available, Opel had been the number one seller of
commercial vans in Germany in the early 1960s but had been on a
downward spiral ever since and so the planned Bedford replacement
was to be the basis for a new Blitz van for which Opel would design
their own body. As if this wasn’t enough, in the USA Chevrolet had
launched the unusual rear engine “CorVan” in 1961 based around the
Chevrolet Corvair car mechanicals (not a wise choice) but by 1965
had launched the much larger G Series Van and phased out the CorVan
in 1966 which had left a gap for a smaller van to sit below the G
Series so in the very early design stages a Chevrolet version of
the new Bedford were included in the programme.

Design work began on the new CF programme began in earnest
in July 1966 and were subject to a design review in September 1966
with a target introduction date of Autumn 1969. Chevrolet were
still included at this stage and Opel were also planning their own
design based on the Bedford chassis to be introduced a year after
the CF launch. By the end of 1966 and early in 1967 Chevrolet
dropped out of the programme and a separate Opel designed model was
rejected by the GM Board because the sales volume did not justify
the investment, instead Opel would continue to limp on with their
Blitz B until the 1973 model year when it was planned to be
replaced with an Opel badged version of the Bedford CF
Van.

The final design parameters were set early in 1967, the CF
would be a rear wheel drive, semi forward control van that was
longer, even in SWB form, and considerably wider than the previous
CA and crucially its critical load dimensions were better than
those of the Ford Transit. The proposed CFT truck variation to
replace the TJ Series didn’t get any further than a design scale
model. Both Leo Pruneau and Wayne Cherry worked on the design under
the guidance of David Jones and it showed, when the Bedford CF was
launched it had something that neither the Transit nor any of its
major competitors had - style - and bags of it too. There were some
corporate GM design cues, particularly Chevrolet, but for once they
were all positive. Mechanically the CF used very few carry over
components from the CA, the 3 & 4 speed gearbox being the main
one. The engine choice went up from 2 to 4 and included the new
1599cc & 1975cc slant 4 OHC engine that was fitted to the
Vauxhall Victor along with a choice of two Perkins diesel units,
the smaller version was the 1760cc engine previously offered in the
CA, the larger power unit was 2524cc. However, this diesel option
could have been very different because the development of the slant
4 OHC unit also included diesel versions - the full story is dealt
with in a separate section of vauxpedia. The fully independent
front suspension was also new and was a beefed up adaption of that
fitted to the Vauxhall Victor. Another unusual feature was the
fitment of rack & pinion steering. Two-wheelbase lengths were
offered – 106ins & 126ins – compared to 90ins & 102ins for
the CA, also the weight range was widened to run from 14cwt to
35cwt, the largest 35cwt used a modified TK back axle with twin
rear wheels for the first time on a Bedford light van. There has
been much discussion surrounding why the van was named CF and not
CE (there had been CB & CD projects), well the answer is
because of the number of components from the (F)D Victor it was
decided to jump straight to C(F). The CF underwent a huge testing
programme prior to production which included both Chaul End and the
GM Millford Proving Ground as well extensive on road cold and hot
weather testing of prototypes.

3. BEDFORD 97000 - CF PUBLIC LAUNCH
10.69:

Prototypes of the new Bedford CF were first shown to
Vauxhall-Bedford Dealers and select large fleet operators in May
1969 and got an enthusiastic reception, the first public showing
was at the London Motor Show in October 1969 with a full press
release issued on 31 October 1969. The 25 model CF range
replaced all CA models and some of the lighter versions of the TJ
Series but model was still available in the UK & Europe until
1975 after which it was only offered for export, mainly in African
markets. With up to the minute styling, belt driven OHC petrol
engines, a choice of 2 diesel power units, rack & pinion
steering and fully independent coil front suspension the CF
specification made it one of the most advanced commercial vans
available anywhere at the time. It either matched or beat the
Transit in all critical areas and was literally light years ahead
of the antique BMC J4 & JU and the Commer PB
etc.

Following the Bedford CF launch in October 1969 the model remained
virtually unchanged until the first major production change which
came in March 1972 when the CF petrol engines were enlarged, in
parallel with the launch of the Vauxhall FE Range, from 1599cc to
1759cc & 1975cc to 2279cc respectively, a new safety cover for
the cam belt had been introduced during 1971 . The 2.3litre CF now
became one of the fastest vans on the market and was popular with
drivers, particularly those involved in longer distance work. The
14cwt was also dropped from the UK range making the 18cwt the entry
weight model, although the 14cwt was still available in some export
markets.

The 3 speed manual gearbox standard on 18
& 22cwt models was one of the few CF weak points, even when
launched, and was rarely fitted as most customers opted for the 4
speed manual for the minimal extra cost. The 3 speed gearbox would
have been dropped sooner were it not for a large factory inventory
but was eventually deleted in March 1973 and the 4 speed became
standard ending once and for all the Vauxhall-Bedford predilection
for 3 speed manual transmissions that dated back to the Vauxhall 10
in 1938. In the same month Bedford began exporting CF vans &
chassis cabs to West Germany, badged as the Opel Bedford Blitz, it
was sold through the Opel dealer network & replaced their own
ageing Opel Blitz B van which dated back to 1965. The Opel Bedford
Blitz was initially available in 3 versions, 1.8litre CF97170 Van
with a GVW of 3240kg and 6.70 13 C tyres, 2.3litre CF97370 Van with
a GVW of 2540kg and 195R 14 C tyres and 2.3litre CF9370H Chassis
Cab with a GVW of 2740kg and 205R 14 C tyres. All models featured
the Deluxe specification cab but the one-piece moulded driver’s
seat, which looked more comfortable than in reality, was replaced
by a high backed fully adjustable seat in perforated Ambla. The
standard 2-man passenger seat was the same as in the normal CF, but
this was replaced within months by a single passenger seat of the
same design as the
drivers.

For the 1974 model year the heavy duty 4 speed Bedford TK gearbox
fitted to the petrol engine 25 & 35cwt CF models were replaced
by a 4 speed ZF gearbox as standard or a 5 speed ZF as an extra
cost option. The diesel CF versions continued to use the TK gearbox
with synchromesh on upper 3 ratios. Unusual for the time, overdrive
now became an available option on the CF 18 & 22cwt petrol
models. In Australia, Holden had been selling locally produced
Bedford CF petrol models since 1970 which were assembled largely
from CKD kits supplied by the Luton plant with the OHC 1600 &
2000 engines being fully imported, the 1600 was even fitted to the
Holden Torana LC from July 1971. Due to the operating conditions in
Australia and the fact that the OHC Slant Four engine was a complex
unit for some of the more remote servicing agents who were used to
the reliable, rugged simplicity of Holdens own OHV engines, and
also in an effort to increase the local content of the CF, Holden
engineers shoehorned their own 112bhp 2.85litre (173cu.in) straight
six engine & gearbox into the CF Van. Launched in July 1973,
for the 1974 model year, the range consisted of 18 & 20cwt vans
on a 106ins wheelbase and a 35cwt on a 126ins wheelbase, with
chassis cab versions available to special order. The Holden 3speed
manual gearbox was standard on the SWB versions and 4speed for the
LWB version, the Holden 3speed Tri-matic automatic transmission was
optional on SWB models. All CF van models were fitted with sliding
doors with slam type fitted to the chassis
cabs.

The 1975 models were re-named according to their
gross vehicle weights (GVW) – the CF 18cwt, 22cwt, 25cwt &
35cwt became the CF 220, 250, 280 & 340 with an identification
badge on the front wings. The standard 220 & 250 cab now
included electric screen wash, chrome hub caps and the one-piece
moulded cab seats were replaced in all models by the more
comfortable design that had been introduced for all German market
models in 1973. Deluxe models with slam doors also featured new
full door trim. An additional LWB 140ins wheelbase model was also
added to the range, the CF 350, available as a chassis cab or cowl
with the 2279cc petrol or the optional 4.154 Perkins diesel engine.
In June 1975 the new Opel 2.1litre diesel engine became an option
for an expanded Bedford Blitz van range in Germany. Due to the
production demand for the first Opel designed diesel engine being
fitted to cars across Europe, Germany remained the only market
where the 2.1litre diesel engine was offered in any CF model for
almost a year. In October 1975 a limited edition CF Special was
launched, it was based on the standard CF250 with the 2.3litre
engine and added factory white paint, chrome bumpers front &
rear, rake adjustable driver’s seat, passenger seat, inertia reel
seat belts, matt black deluxe trimmed cab, vinyl headlining with
twin matching sun visors, full width floor matt, interior mirror
and a cargo area light all for a special price of £1789.00 with GM
Automatic for another
£127.00.

The Bedford CF for 1976 came with only minor
visible changes, non-reflective wiper arms and on Deluxe models a
5-way adjustable driver’s seat along with additional sound
deadening, revised floor trim, engine cowl and doors - with
armrests fitted to slam door versions. The standard warranty was
still 1 year but now had no mileage limitations. The OHC petrol
engine models benefitted from the changes made for the introduction
of the Vauxhall VX Series in February 1976, this included a revised
cylinder head which featured larger valves with rotators,
repositioned spark plugs and a thermostatically controlled air
intake system. Both engines now produced 0.5bhp more power at the
same engine speed, torque figures remained the same but the 1759cc
engine produced its maximum at 2000rpm instead of 2800rpm. In
European export markets both the Perkins diesel engines were
gradually withdrawn from May 1976 onwards and replaced by the
2.1litre Opel diesel which was also available in 1.9litre form for
certain markets where engine size was a taxation issue, CF sales
across Europe increased by 40%. Also in 1976 Bedford began
experimenting with a 4-wheel drive CF, initial design and
development was done at Luton with testing at Millbrook Proving
Ground but the limited market potential meant this work was
eventually completed by the specialist manufacturer FF Developments
who eventually put the vehicle into limited production and was sold
officially through the Vauxhall-Bedford dealer
network.

The first facelift, what Bedford internally called an
interim update, was introduced for the 1977 model year. Externally
the front grille was painted as standard in black both sides with a
“Diesel” badge on the left hand side when fitted. The Perkins
diesel engines, already withdrawn in European markets, were now
replaced by the more refined 2.1litre GM diesel engine in the UK as
well, producing 59bhp @ 4400rpm & 87ft.lbs @ 2200rpm torque
meant it was 1bhp short of the previous largest Perkins unit and
crucially giving an extra 10.5bhp and 7.5ft.lbs compared to the
smaller Perkins diesel. A 2.0 and 1.9litre version was available in
certain export markets depending on local taxation applying to
engine size. For the first time the GM 3speed automatic
transmission could be specified on the CF 220, 250 & 280 models
with the diesel engine option. All the 280, 340 & 350 models
came as standard with ZF 4 speed gearbox with the 5 speed optional,
these replaced the heavy duty Bedford 4 speed gearbox, overdrive
was now an SVO option on the CF 220 & 250 with the 1759cc
engine on CF 220 and 2279cc engine on CF 250. CF 220 & 250
models featured a 2 piece propshaft and 20% uprated rear
differential along with upgraded suspension components also fitted
to the 280 which improved ride & handling. 340 & 350 models
were fitted with larger diameter shock absorbers, but a soft ride
option was available for passenger carrying vehicles. The 280 &
340 petrol models also featured a driveline mounted flywheel fitted
between axle pinion flange & the propshaft for smoother
running. All models were fitted with dual line braking systems
fitted with a vacuum servo unit. The CF cab was improved with
additional sound deadening to the headlining, engine cover and
floor covering. Only one trim level was offered with the seating in
a choice of perforated Ambla or optional Plaid cloth trim, hinged
cab doors also used plastic caps on the rear lower corners. A
change to higher quality body primer and zinc based primer to the
roof bows & cant rails improved body protection. One handed
rear door operation and a chrome petrol filler cap finished off the
changes.

There were no major specification changes to the Bedford CF
models for the 1978 model year apart from the heater & demister
controls were usefully moved from the hard to reach centre of the
dashboard to an additional binnacle next to the instrument pod and
within easy reach of the driver. It was during 1978 that work began
on a major facelift scheduled for 1980 introduction, this was to
involve new front end styling and a new interior & dashboard.
The first prototype featured the updated interior but an only
mildly altered front end, this didn’t address the CFs one remaining
major weakness – engine access for major servicing, on petrol
engine models in particular. It was decided to let John Taylor
& Geoff Lawson work on a more radical redesign for the front
end.

The 1979 model year was pretty much devoid of any significant
specification changes to the Bedford CF range. Inertia reel seat
belts replaced the static versions, a steering column lock became
standard and the GM diesel engine was slightly reduced in size –
from 2064cc to 1998cc with the same power but a slight drop in
torque from 87ft.lbs to 86 at the same 4400rpm as
before.

Launched at the Frankfurt Motor Show in September 1979 the 1980
model year CF featured a stylish, completely new and redesigned
dashboard facia which was a significant upgrade compared to the
previous model and accommodated new legal and operational
requirements. A new instrument housing included a speedometer and
factory fitted tachograph if required, new fuel & temperature
gauges along with a stem of warning lights to monitor ignition,
hydraulic brake pressure, brake wear, oil pressure and indicator
lamps. The new housing also included built in heater controls which
had been moved in the previous model year. As well as a new soft
feel 2 spoke steering wheel there were new switches for the lights
and hazard flashers as well column stalk operation for washers
& wipers including a pulse wipe feature. New eyeball fresh air
vents were added at each end of the dashboard which now included a
6ins deep parcel shelf with provision for radio fitment for the
first time and a wood effect trim on the leading edge. Sound
deadening was improved by new insulated foam backed one-piece
moulded rubber floor covering, foam backed vinyl headlining and
increased foam backing for the new design engine cover. Colour
matched new style door trim & armrests complimented the new
seating in plaid cloth with vinyl side trim, there were also A
pillar trim covers fitted for the first time. As far as van
interiors go the overall effect transformed the CF driver
environment and was typical of Wayne Cherry, Head of Design, being
stylish, practical and cost effective. The CF220 model was upgraded
to CF230 and the 140ins version of the CF350 was now designated
CF350/L. A new optional sliding side loading door was available on
all but CF350 models. Chrome bumpers now became an option on all
models.

Launched at the Frankfurt Motor
Show in September 1979 the 1980 model year CF featured a stylish,
completely new and redesigned dashboard facia which was a
significant upgrade compared to the previous model and accommodated
new legal and operational requirements. A new instrument housing
included a speedometer and factory fitted tachograph if required,
new fuel & temperature gauges along with a stem of warning
lights to monitor ignition, hydraulic brake pressure, brake wear,
oil pressure and indicator lamps. The new housing also included
built in heater controls which had been moved in the previous model
year. As well as a new soft feel 2 spoke steering wheel there were
new switches for the lights and hazard flashers as well column
stalk operation for washers & wipers including a pulse wipe
feature. New eyeball fresh air vents were added at each end of the
dashboard which now included a 6ins deep parcel shelf with
provision for radio fitment for the first time and a wood effect
trim on the leading edge. Sound deadening was improved by new
insulated foam backed one-piece moulded rubber floor covering, foam
backed vinyl headlining and increased foam backing for the new
design engine cover. Colour matched new style door trim &
armrests complimented the new seating in plaid cloth with vinyl
side trim, there were also A pillar trim covers fitted for the
first time. As far as van interiors go the overall effect
transformed the CF driver environment and was typical of Wayne
Cherry, Head of Design, being stylish, practical and cost
effective. The CF220 model was upgraded to CF230 and the 140ins
version of the CF350 was now designated CF350/L. A new optional
sliding side loading door was available on all but CF350 models.
Chrome bumpers now became an option on all
models.

No changes were made to the 1982 model year specifications
apart from the CF name was re-introduced following pressure from
dealers but a new model was added – the Bedford CF 4 X 4. This was
a joint collaboration between Vauxhall Motors and FF Developments
and was a conversion available on all 250, 280 & 350 fitted
with the 2.3litre 80P engine and could be had with 4 or 5 speed ZF
manual or GM 3 speed automatic gearboxes.

The Bedford CF models for the 1983 model year are generally
acknowledged by CF enthusiasts to be the best of any production
year. The Design Department at Luton were tasked with making some
worthwhile improvements whilst making cost savings to counter the
additional expense whilst the Engineering Department needed to cope
with new noise legislation that required a 33% reduction in cab
noise and led to some strange changes to achieve the required
level. 1983 would, alas, be the last year of production for the 1.8
& 2.3litre slant four OHC engines. Never the quietest of
engines the Bedford Engineers established that much of the
mechanical clatter came from the top of the engine and so a rocker
cover was fitted with sound deadening pads glued on the outside and
then sprayed silver, sounds bizarre but it was particularly
effective. On the underside of the cab each square metre was coated
with 2.25kg of baked on bituminous compound. The rear springs used
revised mountings, engine & driveline mountings were revised in
order to isolate noise & vibration. All the OHC petrol engines
were now fitted with Bosch electronic ignition, something that is
now much sought after by anyone with any slant four engine vehicle.
The choice of engine & gearbox remained as before except the
automatic option on CF350 & CF350/L with the 60D engine was
dropped completely. Tyres were tubeless radials as standard for all
models. Interior and exterior changes were signed off by the Design
Department in May 1982. All exterior fitments were now black
including a plastic fuel filler cap, black Winguard rear view
mirrors (replaced by Vitaloni black plastic replacements didn’t
become available in production until early in 1983), wheels were
painted white with black hub caps on CF230 & CF250 models and
all door handles were black in place of chrome. Inside the CF cab
featured a new Donegal tweed trim and as standard a new Bostrom
driver’s seat, new driver door pocket, new style door pulls &
handles and also new cut & sewn headlining, new side & rear
slam door tri panels, a parcel shelf mat, new door aperture
finishing and a thicker moulded floor mat. All the changes combined
meant the CF was still more than a match for any van on the market
at the time. The last change prior to the launch of the CF2 models
was the introduction of the CF230 Fleet Van in January 1984, this
was only available with the 65P engine, no hub caps & vinyl
trim and offered at a special low price. In reality it was to us up
the large factory inventory of 1759cc engines but ironically it
proved to be a sales success and was included in the CF2 range from
the start.

7. BEDFORD 97000 -
CF2:

By 1983 the Bedford CF had been in production for 14 years and
despite some very clever and worthwhile updates was starting to be
outclassed by more modern rivals, particularly as regards routine
maintenance, just changing the plugs was a bitch of a job on the
slant four petrol engine, and also the build quality was falling
below what the market now expected even in a commercial vehicle.
Early in 1983 Bedford was split from Vauxhall Motors Ltd and became
part of the General Motors Overseas Commercial Vehicle Corporation
which in turn was a division of GM Truck & Bus Group. The Luton
van plant that produced the Bedford CF needed new investment and
this came in 1983 with a £50m upgrade to the plant and included new
automated and computerised production line facilities as well a new
paint shop.

The first product of this investment was the launch of the CF2 for
the 1984.5 model year, although it was announced to the commercial
press in June 1983 sales didn’t start until May 1984. Planning for
the CF2 had started by Design Team early in 1982 as Project PP3229
with other associated departments involved from September 1982. The
engine choice was made when the decision to end the 1759cc &
2279cc engine production was taken and which also coincided with a
big drop in demand for the Opel CIH engine because the new Vauxhall
Cavalier MK2 & Opel Ascona C used a new range of OHC engines.
The design changes of the CF2 were all done at the Luton Design
Department but the engineering changes necessary for the CIH
engine, new gearbox and brakes were done by Opel in Russelsheim
with prototype and D.O.T Type Approval testing done by Bedford
engineers working at Millbrook.

With the exterior changes that would be made to the Bedford CF for
the 1983MY the Designers at Luton were starting to run out of
different ways to make the CF look different to its predecessors
and to give a recognisable and fresh look for the proposed CF2 for
the 1984.5 model year. The start was the availability of a new
range of body colours, but this ended up being limited to the
addition of just 2 new paint finishes – Slate Green & Grey
Stone. The front grille was dark grey instead of black, with a tiny
“Automatic” badge on relevant models, and the bumpers were fitted
with a bright decorative strip. More noticeable was a full length
side rubbing strip with a model ID badge on the front end,
redesigned black door handles and a new style locking fuel cap. On
the CF2 250 the standard black hub caps could be replaced by the
optional full cover wheel trims which were the same design as those
used on lower priced versions of the Vauxhall Astra MK2. In
addition to the standard “CF2” stick on decals there was also, for
the first time on a Bedford Van, the option of body side decals
which was unusual for any commercial van at the time. The choice of
door combinations remained the same as before as well as the
multitude of different bodies, however the rear doors could now be
slammed shut and more useful one key fitted all locks including
doors, ignition and the fuel filler cap. A feature first seen on
the 1981MY facelift CF was the removable front end - for major
engine work - and this feature was carried over to the CF2. The 8
bolts holding the front in place could be removed in 15 minutes.
Day to day and routine maintenance was aided by the fact all the
engines fitted were upright in design and was better than the slant
four engine models. The choice of access was from either inside by
removing the engine cover or the normal under bonnet
area.

The CF had gained an average reputation for rust protection and
paint quality, but the new automated paint shop in the Luton van
plant was state of the art at the time and ensured the finish of
the CF2 was a quantum leap over the what had gone before. The
anti-corrosion protection included zinc coating of the whole front
end, sills, rear lower panel and most of the door panels as well as
reducing areas where salt laden mud and water could collect. As an
added protector weld sealer cream was applied to the joints of the
floor pan, wheel arch joints and body side panels. Zinc rich
primers went into the cant rails and outer edges of the roof
panels. Prior to painting an 8 stage cleaning process was carried
out, after an alkali clean the body was given 2 warm water rinses
before a zinc phosphate coat was applied. Then a chromic rinse, 2
cold water rinses and finally a demineralised water rinse. The body
was then dipped to waist level in epoxy based primer which was then
stove baked at 170 degrees C. Following this all body joints were
sealed with Plastisol sealer prior to the entire body being sprayed
with an epoxy based primer which was then stove baked at 164
degrees C. To protect the underside and wheel arches 2.5kg of
bituminous sealer deadener was applied to each square metre (except
Fleet models). After underbody sealing, all chassis box sections
were injected with wax compound and then, finally, the colour coats
of cellulose synthetic enamel were baked on. The last stage was to
spray all the door interiors, the front section of the bonnet and
the whole underside of the body with a wax coating. If the
exterior alterations to the Bedford CF2 seemed a little tame the
mechanical changes underneath certainly made up for it with a whole
raft of changes which qualified as a comprehensive overhaul,
although not everything was necessarily an improvement compared to
the previous model.

If the exterior alterations to the Bedford CF2 seemed a little tame
the mechanical changes underneath certainly made up for it with a
whole raft of changes which qualified as a comprehensive overhaul,
although not everything was necessarily an improvement compared to
the previous model. With the demise of slant four OHC engine
production at Luton, and the reduction in the number of Vauxhall
& Opel cars using the 4cylinder Opel Cam-In-Head power unit, it
made financial & production sense to utilise it as the
replacement engine in the CF2. The 1979cc CIH was specifically
tuned by Opel engineers for its application in the CF2; the
compression ratio was lowered to 8.0:1 in order to run on 2-star
fuel, essential in the UK, a re-profiled slightly lower lift
camshaft fitted, a Weber 34ICT carburettor with manual choke and a
viscous drive cooling fan were all the main changes. The engine
produced the same 78bhp @ 4500rpm (net) as the previous 2.3 unit
and was given the same engine code – 80P. Bedford claimed at launch
a 7% improvement in fuel consumption compared to the previous
smaller 1.8litre 65P engine. The new engine was also quieter, aided
by hydraulic tappets, and because it was upright in design it was
easier to work on. Maintenance was reduced with no initial 600-mile
service required and regular service intervals of 9,000 miles
(3,000 more than before) or every 6 months. It would, in theory,
also prove more acceptable in Bedford’s European export markets
because of its wide use in Opel cars. It also did not leak oil, a
speciality of the slant four engine, although to be fair it was
normally because of over tightening of rocker gasket bolts that
caused it. However, the CIH engine did have one major disadvantage
compared to the previous 2.3 80P engine – it was gutless,
especially when fully loaded. Torque output was 106ft.lbs @
2,000rpm compared to 124ft.lbs @ 1,800rpm for the 2.3 with an
almost flat torque curve, this put off many van drivers and
operators in the UK who were used to the huge pulling power of the
previous CF engines. It was also claimed that the CIH was an
"advanced" engine, in actual fact it was an older design than the
unit it replaced and wasn’t even a proper OHC
engine.

The CF2 2.3litre diesel engine (60D) was carried over from the
previous CF with the addition of a viscous drive cooling fan,
strengthened water pump, stronger timing chain & larger oil
filter. The power output remained unchanged at 61bhp @ 4000rpm and
93.7ft.lbs @ 2500rpm, as before a 61bhp 2.1litre, 60bhp 2.0litre
& 59bhp 1.9litre versions were still available for certain
export markets where engine capacity taxation was a deciding
purchasing factor. Past experience had shown that the unit was
reliable if not particularly fast. The engine featured high
durability duplex chain drive for the camshaft running inside an
aluminium cover aiding quiet running. It also featured a fuel
enrichment control for first time starting after 8 seconds which
was how long the new glow plugs took to warm up. The fuel pump
governor was also progressive above 4,000rpm helping to prevent the
traditional "brick wall" cut off suffered by other diesel engines
at the time as they reached their rev limit. The diesel models
accounted for 60% of all CF2 production.

In 1985 a special ambulance specification was available with a
3.3litre petrol engine from Holden in Australia and was only
available with GM Tri-matic Automatic transmission, this was in
response to the 3.0litre V6 Transit and 3.5litre V8 Leyland Sherpa
being offered for ambulance use.

The number of available transmissions was simplified
on the CF2, however, it is not widely known the standard GM 4speed
manual gearbox fitted to SWB models was in fact a new design and
imported fully assembled from the Philippines. When fitted to the
CF2 230 Fleet & CF2 250 the ratios were as follows: 3.99:1 –
2.16:1 – 1.38:1 – 1.0:1 – Reverse 4.03:1. CF2 LWB models were
fitted as standard with the heavy duty ZF 5speed gearbox and was
also offered as an optional extra on CF2 250 models. When fitted to
the CF2 280 & CF2 350 the ratios were as follows: 4.69:1 –
2.51:1 – 1.48:1 – 1.0:1 – 081:1 – Reverse 4.03:1. When fitted to
the CF2 250 models the ratios were: 3.92:1 – 2.19:1 – 1.43:1 –
1.0:1 – 081:1 – Reverse 4.03:1. The GM 3speed Automatic now
featured a torque converter lock up to aid fuel economy and
eliminate slip at high speeds was an option on all CF2 Petrol
models and CF2 250 & CF2 280 Diesel, the ratios for all
applications were as follows: 2.40:1 – 1.48:1 – 1.0:1 – Reverse
1.92:1. The standard CF2 rear axle ratios were 4.11:1 for CF2 230
Fleet & CF2 250 models with a 4.62:1 optional, for CF2 280
& 350 Petrol & 280 Diesel models the ratio was 4.45:1 with
5.22: optional and 5.22:1 standard for CF2 350 Diesel models with a
5.86:1 optional. For the CF2 350/L Chassis Cab used a 5.13:1 ratio
as standard with a 5.875:1 ratio
optional.

The CF2 retained the previous models dual-circuit, servo assisted,
hydraulic braking system but was enhanced on CF2 Fleet 230, CF2 250
and CF2 280 models with the addition of front disc brakes along
with self-adjusting rear drum brakes. The twin wheel 350 and 350L
models retained drum brakes all round but they were now
self-adjusting. All CF2 models were fitted with a brake load
sensing valve built into the braking system. The CF2, as before,
used rack and pinion steering and, combined with IFS, made it one
of the best handling vans on the market and was light years ahead
of the upcoming Bedford Midi.

The rear suspension on single wheel CF2 models continued to use
multi-leaf variable rate springs with revised damper settings
carefully matched to the oscillating frequency of the springs to
ensure control of the axle over all types of road surface. The twin
rear wheel CF2 models used single tapered leaf springs on 350 and
double on 350/L models, larger diameter rubber bushed eyes were
added to give an improved noise isolation.

The interior of the CF2 Cab used the 1983MY as a starting point and
refined & added to the basic design which was in any event
excellent. There was new seat & door design with trim in
Herringbone cloth, the seats now had full cover lower valence, new
air vent trim, new A pillar trim, added scuttle panel finishers, a
new design of soft feel steering wheel, grained steering column
canopy, new improved design steering column stalks, redesigned
engine cover, a choke warning light, a new graphic design for the
instrument mounting plate, the hazard light switch was now red, new
soft feel gear lever knob, redesigned handbrake lever & cover,
greater colour keying of trim, quartz clock, cigarette lighter,
provision for DIN radio fitment, beige headlining, twin sun visors
and parcel shelf graphic stripes with the CF2 logo. The lower price
Fleet model had less equipment and vinyl
seating.

The CF2 remained in production until December 1986 but was
still listed until June 1987 and from 1985 was built and sold side
by side with the Bedford Midi and Bedford Rascal. There was a
planned CG Eurovan, later termed as the "WorldVan", replacement for
launch in 1988 that had been under development since 1982 and dealt
with in a separate section of vauxpedia, but had been delayed due
to lack of spare capital and eventually morphed into a proposed
joint venture with Leyland as a replacement for both the CF2 and
the Sherpa, but the plan was scuppered by the Thatcher Government's
Transport Minister, a brain dead moron, totally over promoted way
beyond his extremely limited capabilities - Michael Channing,
and also screwed up a planned merger between Bedford and Leyland
Trucks - the end result of all this Government meddling in things
it didn’t know anything about whatsoever was that both Bedford
& Leyland disappeared as truck makers and Britain lost the bulk
of its heavy commercial vehicle industry for
good.

The last change to the CF2 specification came in 1986 when
all models were fitted with the ZF 5 Speed overdrive gearbox, the 4
speed Philippines unit was dropped, and as an additional feature
the ZF transmission came as standard with provision for a 20hp take
off to be fitted. A Bedford CF2 Special Edition was announced in
October 1986 and went on sale in December, the van was unmissable
and came in two choices of colour; Silver or Metallic Green with
contrasting side decals, and a sunroof and radio cassette came as
standard.